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3. Dealer Selection

As we ring in the New Year, we also celebrate the return of auto show season in a big way, with the Los Angeles and Detroit Auto Shows happening back to back during the first days of January. In addition to the assortment of more than a thousand production and concept vehicles on display, the Los Angeles Auto Show is usually a showcase for sunshine and warm weather, though this year we’ve been surprised by various degrees of warm and cold weather as well as rain!

As diverse as Los Angeles itself, the show covers the entire automotive landscape — from sport compacts to supercars, and from trucks and SUVs to hybrids and customs. These models reflect the hottest trends in the automotive world today, including expressive designs, luxury crossovers, fuel-efficiency, and of course, high horsepower.

Hybrids and horsepower, luxury and economy are the theme for the 2006 Los Angeles Auto Show, which opens to the public from January 6 to 15 at the Los Angeles Convention Center. This year’s show includes more than 30 World and North American debuts, plus dramatic concept cars that offer a preview of possible future production vehicles.

We’ve finished our coverage with more than 30 vehicles in this story. Check out our new format, which allows us to add even more photos for each vehicle in a Flash-based slideshow feature, and click on the “plus sign” for even bigger zoom images than ever before. And as always, we’ve got lots of detailed photo galleries of standout specimens. And don’t miss the collection of videos and detailed photo galleries on the stand out vehicles from the 2006 Los Angeles Auto Show.

Audi‘s all-new {{{2007 Q7}}} 4.2 quattro sport/utility made its North American debut at the LA show. This is a big rig, with standard seating for seven (a V-6 version will offer five seats standard). Power comes from a 4.2-liter direct-injection V-8 delivering 350 horsepower and mated to a six-speed automatic with Tiptronic. Standard features include Audi’s MMI “mouse controller” interface, auto dual-zone climate control, 18-inch alloy wheels, and a 5500-pound tow rating. Options range from a rear-view parking camera and satellite radio to DVD navigation and an uprated 6600-pound towing configuration. The Q7 4.2 quattro will start at $50,620 when it goes on sale in June.

“The pice de rsistance of the M range,” is how Tom Purves, president and CEO of BMW North America, described the forthcoming M6 super coupe during its unveiling in LA. It’s been more than 15 years since the last M6 romped in America, and the new 2007 version proves it was worth the wait. Powered by the same 500-horsepower, 5.0-liter V-10 that screams in the M5 sedan, the M6 two-door coupe can reach 60 mph in well under five seconds and tops out at an electronically limited 155 mph. Built with extensive use of lightweight aluminum and thermoplastics, the M6 also sports a carbon fiber roof that further reduces the car’s weight and, importantly, lowers its center of gravity for improved handling. A dazzling driving experience is guaranteed. The new M6 will go for $96,800 when it hits our shores in May.

After a long, public gestation period, the Veyron has graced magazine pages around the globe, made its world premier in production form in Tokyo, and finally arrives in North America for the Los Angeles Auto Show. Power output has been finalized at 987 horses at 6000 rpm, with 922 pound-feet of torque at just 2200. The direct-injection 8.0-liter W-16 has 64 valves and four turbos. Engine drives all four wheels (with a fixed 30/70 front/rear torque split) through a seven-speed DSG twin-clutch trans. Bugatti claims 0-60 mph in under 3.0 seconds, 0-124 mph in 6.0, and 0-186 mph in 14.0. Amazing numbers. VW boss Bernd Pischetsrieder admits the Veyron will not make money, even with a $1.2 million asking price. But he insists the total cost of designing, engineering, and manufacturing the world’s ultimate supercar is less than it would cost VW for a single season of Grand Prix racing. “This is our Formula 1,” he says.

The second-generation Aveo, which is longer, wider, and taller than its predecessor, is still aimed at younger, value-minded buyers. The subcompact sedan has been redesigned for 2007, with a better-proportioned body style and more refined interior. It continues to boast head- and legroom that can accommodate passengers over six feet tall in all five seating positions, and now has features that include a power sunroof, six-CD changer, iPod jack, steering-wheel mounted controls, and foglamps. The cabin uses a two-tone color scheme with woodgrain trim and satin-chrome and carbon-fiber-style accents. The trunk has been enlarged to hold 12.5 cubic feet of cargo. The Aveo, which will be sold in more than 140 countries, uses a 103-horsepower, 1.6-liter DOHC inline-four backed by a standard five-speed manual or an optional four-speed automatic. Fuel economy is estimated at 26 city/34 highway for the auto and 27 city/35 highway for the five-speed.

For the 48th running of the Daytona 500 on February 19, Jay Leno will be behind the wheel of the official pace car, this specially outfitted 2006 Corvette Z06. Leno, host of the “Tonight Show” will drive the Z06 during opening ceremonies and the pace laps that start the race. The car is mechanically identical to the factory model, with a 505-horsepower, 7.0-liter all-aluminum V-8, race-inspired suspension, and lightweight body materials. (This will mark the first time a pace car will have higher power output than the cars that are racing — there is a restrictor-plate rule in effect at Daytona and Talladega that limits the 750-horse race cars to about 450 ponies.) The pace car received a variety of safety equipment, highly visible strobe lights, and a yellow, orange, red, and blue paint job.

With the new-vehicle release calendar mapped out, next in line is the Chevy Suburban, based off a modified version of the Tahoe platform with 14 more inches of wheelbase. The Suburban will have all the Tahoe design cues and incorporate the identical interior changes and option packages. The new frame is stiffer and fully boxed, allowing the new coil-over front suspension to be more precisely tuned. Other discernable improvements include a rack-and-pinion steering, wider front and rear track widths, and an available Autoride self-adjusting suspension system. Half-ton Suburbans will have between 1500 and 1600 pounds of payload capacity, with a maximum towing capacity of 8100 pounds. 2500 Suburbans will share all the visual cues but offers a more powerful all-aluminum 6.0-liter V-8, a slightly taller stance, and bigger brakes and axles. Expect payload capacities to be between 1800 and 1900 pounds, with a maximum towing capacity of 9700.

For cost-savings, 2500 Suburbans will remain on the current platform–not a beefed up version of the new GMT900 frame. Engineers tell us the investment in a stronger/better platform was not needed. And if you’re waiting for the diesel option to come back into GM’s big SUVs, it won’t happen with this generation. Suburbans will offer 20-inch aluminum wheels, touch-screen Nav, DVD entertainment, and a removable third row seat. Likewise, the new single-unit one-touch fold-and-tumble second row seats give the new Suburbans almost 6 cubic feet more cargo room behind the front seats. When these land yachts hit the showrooms in early summer, expect pricing to be healthy but also understand GM dealers will be willing to deal.

Chrysler‘s Hemi-powered, Viper-based Firepower concept is wedged neatly in size and status between the ME Four-Twelve dream car and the very real Crossfire SRT6. Since other companies–presumably in the arms biz–own “Firepower,” the label was just a working codename was first revealed last year in Detroit. The handsome, fastback skin is by Four-Twelve designer Brian Nielander and stretched over a Viper chassis–it seems Chrysler was drinking from the same design well as was Ford with the Shelby GR-1. Replacing the Viper’s thumping 8.3-liter, 500-horsepower V-10 under the hood is the punchy yet refined 425-horse, 6.1-liter Hemi V-8 from the hi-po version of the hot-selling Chrysler 300, the SRT8. The suspension is tuned for a softer, GT-style ride akin to Aston Martin in handling and feel, and tires are 275/35R19 fronts, 335/30R20s rear, with 14-inch Brembo brakes all around. Production? It sits in that auto-show purgatory of “we have no plans, but if we did it, it would bridge Crossfire and [the equally uncommitted] ME Four-Twelve.” The fact that we’re seeing it again a year later means the car is significant. At first glance, it makes a lot more sense for Chrysler than the ME, as it would be affordable and much easier to put into production if demand exists. The nose features familiar Chrysler grille, with hood-strakes like the Crossfire and ME Four-Twelve. Overall length, at 172.6 inches, is 2.9 inches shorter than a Viper (yet more than a foot longer than Crossfire) and shares the Viper’s 98.8-inch wheelbase. Width is 73.0 inches, height a rakish 47.7 inches.An all-glass roof sweeps from the windshield to the glass hatch and the CHMSL is integrated into the satellite-navigation/satellite-radio antenna. Rear quarter-panels are influenced by Aston; the tail is GR-1-like. But overall design is tidy, elegant, muscular Chrysler.

Ferrari‘s Challenge spec racing series began as a box of bolt-on parts for the early 90s 348 model. Each generation of Challenge car has become more and more serious ever since, and was offered for the first time as a standalone model – the 360 Challenge — in 2000. Now, the new F430 gets the Challenge treatment, and its own name, which honors the company’s test track – Pista di Fiorano – in Italy. The basics are much the same as the street F430, but the car gets a lowered and modified suspension, plastic side and rear windows, stripped down interior, racing instrumentation display, racing seat, harnesses, roll cage, and numerous other track-only type modifications. The street car’s E-Diff electronic differential is replaced with a conventional racing style rear diff, and there’s no longer and automatic mode for the F1 autoclutch manual transmission. Although the 4.3-liter V-8 engine’s remains rated at 483 horsepower, vehicle weight is reduced by several hundred pounds, so performance will increase for sure. Unfortunately, the F430 Pista isn’t road legal, but you can be sure some of its race-inspired components will end up on a few customer street models.

Henrik Fisker is on the cusp of realizing the dream that most carenthusiasts harbor: launching your own car company. Henrik is supremelyqualified to launch this ambitious plan, with such cars as the AstonMartin DB9, Aston Martin V8 Vantage, and BMW Z8 to his credit. Theconcept distills down to Henrik taking premier automobiles and designingfresh bodywork for them, with materials emphasis on aluminum andcarbon-fiber, and also pressed steel. The car designs will have theirown unique character, but be united by a common grille theme, inspiredby the Raptor fighter plane. The BMW 6 Series-based Latigo CS makes itsNorth American debut promising a range of performance upgrades that canboost the standard 650Ci 4.8-liter V-8 engine to either 360 or 470horsepower or bump the M6 5.0-liter V-10 powerplant to either 500 or 620horsepower. Just provide Fisker your 650Ci or M6 BMW coupe (plus at least $135,000) and he’ll add advanced aerodynamic body sculpting, ahand-crafted top-quality leather interior featuring milled aluminumaccents, and a variety of additional performance enhancements.

The SoCal-based Fisker Coachbuild will create a limited series ofspecial, rebodied production cars in the old coach-building traditionthat resulted in the most memorable classic Duesenbergs and Ferraris.Making its North American debut, the Fisker Tramonto begins with aMercedes-Benz SL55 AMG convertible, and sculpts the body, handtrims andstitches a beautiful leather interior, and refines the engine, wheelsand brakes, and exhaust system to offer 0-60 mph times as low as 3.6seconds and a top speed of 202 mph. Production volume targets are 150units, with the intent to continuously move on to fresh designs.Customers can able to order a complete car for approximately $254,000,or deliver their own production SL55 AMG and pay $135,000 for thetransformation.

The all-new, completely redesigned Explorer Sport Trac is finally here. We say “finally” because the model it is replacing was based off the Ford Explorer from two generations ago. In fact, while the previous Explorer had a new frame and front and rear independent suspension, the previous Explorer Sport Trac was still on a platform that was only slightly modified from the 1990 version of the Ford SUV. But that’s all changed. The current four-door sport-utility pickup fills the pickup truck void left by the Ranger compact truck not having a four-door crew cab model, at the same time providing an interesting twist to the same old sport/utility vehicle. Now 17 inches longer than the current Ford Explorer and sporting one of the few fully independent suspensions on a “pickup” (the only others being the Honda Ridgeline, Subaru Baja, and Hummer H1), the Explorer Sport Trac is significantly improved over than the model it replaces. Handling is much flatter and there is no funny rearend “wobble” some of the other high-standing live axle compact trucks exhibit. The interior is identical to the current Explorer SUV, as are the engine options with the 4.0-liter SOHC V-6 for base models, and the 4.6-liter all-aluminum 24-valve V-8 (one of only two V-8s in its class) available for those who need more. Look for Ford Explorer Sport Tracs to make it into dealerships by May 2006, with a starting price around $26,000.

The Gladiator concept takes yet another stab at a Jeep pickup, and this appears a logical and easy-to-produce machine. Its engine is a 163-horsepower, 295-pound-foot turbodiesel (specs virtually equal to the new Liberty CRD’s 2.8-liter four) with part-time four-wheel drive. With a 138-inch wheelbase, its dimensions are close to those of the midsize Dodge Dakota pickup. It was described as a concept when it debuted last year, but it clearly gives clues to the look of the 2007 Wrangler that will be revealed in Detroit next week. (FYI: Jeep used the Gladiator name on a pickup built from 1963 to 1969.) Despite the Wrangler/Liberty styling themes, Chrysler says the Gladiator’s platform is unique. The club cab has a small lower access door on the driver’s side and a full-height rear-hinged half-door on the passenger’s side. The sidemount spare saves space and allows rear overhang to be short, and it recalls the spares on the early J-10 Gladiators. Rugged and basic; top is canvas, for an open-air option. Rear-window glass rolls down, the rear seat cushion drops and slides under the deep bed, which slides forward to extend from its 5.6-foot standard size to eight feet in length.

The formula is fairly simple. Start with a 6.1-liter Hemi V-8, rated at 420 horsepower and 420 lb-ft of torque, then make the five-speed transmission shift like it should, strengthen the full-time transfer case, and enlarge the Dana 44 rear axle to get all that power to the wheels. Next, add four-piston Brembo brakes with 14-inch rotors, reprogram the ESP (to allow the driver to use a little wheel spin and throttle control when needed), use unique anti-sway bars, lower the vehicle by one inch overall, recalibrate the bushings, and put monotube Bilstein shocks at all four corners. The result is a Jeep that thinks it’s a supercar. At the track, our SRT8 ran to 60 mph from standing start in 4.8 seconds, and stopped from 60 mph in 124 feet (that’s pretty close to a Corvette).

Inside the SRT8 uses heavily bolstered Jeep Commander seats, and adds blue rings and numbers to the gauges. In addition, the speedo goes up to 180 mph, aluminum highlights offer a nice sparkle, and for a final touch, carbon fiber trim, is added to the shift lever. A new front-end and grille are designed to add down force to the 4,800-pound sled. In back, the rearend is dominated by a centrally located pair of four-inch exhaust outlets. The all-wheel-drive transfer case won’t allow burnouts, but we do like how quickly the gearbox clicks off the shifts at wide open throttle. It corners nearly flat and responds so crisply SRT had to intentionally slow down the steering ratio. On the downside, brake pedal input is a bit quick and brings more nose dip than you might expect, and the actual payload capacity is only 750 pounds–200 less than a Suzuki Aerio. Although there is no “Trail Rated” badge on this Jeep, the “Hemi” badge more than makes up for it.

This massive, carbon-fiber-intensive Hurricane roars, thanks to its twin Hemi V-8 engines producing over 650 combined horsepower. The Hurricane is able to rotate each tire enough to not only drive in a circle, but to spin on its own axis. Watching it zipping `round and `round like a toy, it’s clear this vehicle is definitely a big boy’s toy. Radical approach and departure angles, obscene horsepower, 37-inch tires, and all-wheel-steer make this a true off-roader’s dream machine. During the build-up, Jeep engineers registered several patents. While twin-engined sport/utes may not catch on, we expect development will continue on an answer to GM’s QuadraSteer and hope it has application on an ultimate off-roader of the future.

The Hyundai neos-3 makes its North American debut in Los Angeles… and soars skyward with metaphors comparing its third-gen Neos crossover utility vehicle to a private jet. Founded on Hyundai’s ongoing “Neologism of Style” imagery, the neos-III CUV offers a sleek aerodynamic exterior wrapped around a luxurious interior packed chock full of information technologies with control switches clustered in the center console. The front grille and headlights incorporate advanced features for safer driving. Underhood, the neos-III is powered by a newly developed 4.6-liter V-8 DOHC 32-valve engine.

In less than three years, the Gallardo has become among the best-selling Lambos ever. The company showed a dazzling Spyder concept at Geneva last year, and the production version made its first world appearance at Frankfurt last September. Los Angeles represents its North American debut. Modified so significantly that it’s considered an all-new model by Lamborghini, the Gallardo Spyder has several key structural differences from the coupe, including A-pillar and side sill reinforcement, in order to shore up torsional rigidity and stand up to rollovers. The Spyder is further guarded by an automatic rollover safety system, with protective pop-up bars that are integrated with the airbag system. The top mechanism can tuck the roof away in 20 seconds. The top folds up, essentially, on top of the engine and is covered by a carbon-fiber hood. The process automatically raises/lowers the rear glass as the cloth top goes through its motions. The mid-mounted V-10 has been enhanced to produce 512 horsepower in US trim, and the six-speed autoclutch manual gearbox carries revised gear-ratio spacing for even better acceleration (as if that was an issue…). It’ll be on sale shortly, and cost around $200,000.

Lamborghini has created a dazzling, new-aged Miura concept in the mold of original, which celebrates its 40th birthday this year. The notion is similar to that of the Ford GT: maintain the classic’s design ethos while modernizing the details and increasing the overall package size. The first Miura was bodied by Bertone, but this one is the work of Lamborghini’s own Centro Stile studio’s Walter de’ Silva, newly appointed design director (who also retains design responsibility for Audi). Billed as “strictly a concept” by President and CEO Stephan Winkleman, the Miura concept is imminently buildable. The Miura will likely employ the Gallardo’s 512 horsepower, 5.0-liter V-10 mounted longitudinally, unlike the first Miura’s V-12, which sat transversely. In order to keep costs down, and to differentiate the Miura from the Gallardo, the all-wheel drive system will be jettisoned, and probably the e-Gear autoclutch manual gearbox as well. Insiders hint that there may be less technology aboard, positioning the Miura as a more focused, raw-edged sportscar. Lamborghini will likely “shop the car around” as Porsche did with the Carrera GT. If it can garner enough firm commitments – in the neighborhood of 1000 – then this nouveau Miura could get the green light.

This ultra-high-performance Lexus sports car concept is not new, having made the rounds at last year’s auto shows, and again recently in Tokyo; while Toyota now has fully functioning versions of the car in operation, it insists no decision has been made on whether to put it into production. The problem is the powertrain: prototype versions of the LF-A are currently powered by an all-new V-10 engine, reflecting Toyota’s involvement in F1 racing, but with F1 shifting away from 3.0-liter V-10s to 2.4-liter V-8s next year, Toyota is re-thinking the whole idea. Rumors say a production version of the car could be powered by an all-new hybrid powertrain with a small but powerful V-8 engine coupled to an electric motor powered by lightweight supercapacitors rather than batteries. The world’s first hybrid-powered supercar would be the perfect halo car for the Lexus brand, where hybrids will be the most powerful, best performing vehicles in each model line.

Described as a tribute to the Maserati of the future, Pininfarina built this show car with the famous Tipo 59 of the late-’50s in mind. It features an exposed front triangulated frame structure and large inner windscreen under its canopy top, which lifts up and forward with the hood for ingress/egress. It has an Acura NSX-like nose, large V-shaped rear diffusers, 22-inch wheels, lots of carbon-fiber, and a host of Motorola interconnectivity technology. This car first appeared at the 2005 Geneva Motor Show, and continues to make the rounds with its North American debut in Los Angeles.

Italy’s gentleman’s express just got a more sharply tailored suit. The Quattroporte, Maserati’s full-sized luxury flagship, will now be offered with a “sport package” as if it weren’t already pretty darn sporty. The Sport GT rides on more aggressive 20-inch rolling stock (replacing the previous 19 inchers) and its suspension is retuned to increase handling performance. Several interior panels get the carbon fiber treatment, and splashes of red-and-blue stitching adorn the steering wheel and handbrake. The grille is new, and finished in satin black. Maserati has reportedly tested a V-12 powertrain for the Quattroporte, but it has yet to break cover. But power has never been the 4P’s problem, and its 400-horse, 4.2-liter V-8 still gets the job done – quickly. The Quattroporte’s Achilles’ Heal has been its autoclutch manual transmission. It’s jerky in operation, and shifts too slowly, something S-Class and 7 Series buyers aren’t used to and won’t put up with. The trans has been recalibrated for both quicker and smoother shift action; we plan a road test of the Sport GT soon, and will report on how well the modifications work. The Sport GT is on sale now.

This “Special” edition of the already singular Maybach 57 lives up to its “S” moniker by virtue of a bored-and-stroked, 6.0-liter version of the omnipotent twin-turbocharged V-12. Horsepower climbs to 604; torque to 738 pound-feet–hang on to your champagne. Suspension is appropriately modified, with a lower ride height and stiffer damping for crisper handling response. Inside, the 57’s wood inserts are replaced with carbon fiber and piano-lacquer trim. You can have this super-quick (claimed top speed is 172 mph), super-luxury four-door in any color you want, as long as it’s black or silver. This car first appeared at the 2005 Frankfurt Motor Show, and continues to make the rounds with its North American debut in Los Angeles.

Mazda chose Los Angeles to debut its first all-Mazda-derived SUV, called the CX-7. Designed for the youthful couples with a more urban sensibility, Mazda is clearly trying to hit the current sweet spot of car-like ride characteristics, with traditional SUV cargo versatility. Derived from a combination of the Mazda 6 and Mazda 3 suspension and engine parts, the CX-7 is a five-passenger crossover with many details clearly playing toward the Mazda sports car motif. The CX-7 will offer form-fitting bucket seats, high-mounted shifter, and a stylish three-dial instrument cluster. And to add a little “zoom-zoom,” Mazda will use the turbocharged and intercooled 2.3-liter I-4 direct-injection engine rated to produce 244 horsepower at 5,000 rpm, the same engine available in the Mazdaspeed 6. The engine, in CX-7 configuration, is predicted to achieve 23 mpg. Look for base models to start around $25,000.

The Frankfurt show marked the world premiere of Mercedes‘s all-new 2007S-Class flagship, and it makes its North American debut in Los Angeles.Riding on a wheelbase roughly three inches longer than itspredecessor’s, the new S-Class is nearly two inches longer and almost aninch wider–improving elbow room, rear-seat legroom, and trunk space. Twoversions will be available on our shores: the S550 (powered by anew-generation, 32-valve V-8 making 382 hp) and the S600 (with a V-12pumped up to 510 hp and 612 pound-feet of torque). The same fabulousseven-speed automatic featured in the 2006 ML will mate to the V-8; theV-12 gets a five-speed automatic. Inside, the new S gets an iDrive-likeCOMAND controller in the center console. A bounty of safety gear is onboard, including Brake Assist Plus (which uses radar sensors for earlyaccident detection), Adaptive Brake Lights, Night View Assist infra-reddisplay, and Distronic Plus cruise control, a radar-supported systemthat works to maintain a safe distance from the car ahead at any speedup to 124 mph; it’s also capable of braking the car to a completestandstill if necessary. The 2007 S550 will be here in February, andthe S600 should hit dealerships in by summer.

Hot on the heels of the new roadster from Pontiac comes this performance version, available in fall 2006. The Solstice GXP provides an 83-horse boost in power over the regular Solstice, courtesy of its 260-horsepower turbocharged 2.0-liter four-cylinder with an air-to-air intercooler. This is not only the most powerful engine in the Ecotec line, but marks the first time GM has offered direct injection in North America. A five-speed manual is standard, with the option of a five-speed automatic. Zero-to-60 times are estimated at under 5.5 seconds with either transmission. In addition to the beefed-up engine, the GXP receives features that differentiate it from the standard Solstice, including unique front and rear fascias, polished dual exhaust, StabiliTrak, 3.73:1 rear axle, and unique interior touches. It comes with a sport suspension, four-wheel disc brakes with ABS, and limited-slip differential. Options include a spoiler, leather seats, chrome wheels, upgraded stereo, XM Satellite Radio, and OnStar.

Porsche is as competitive as any car company in the world, and isn’t about to let the just-released Jeep Grand Cherokee SRT8 or the upcoming Mercedes-Benz ML63 AMG horn in on the Cayenne Turbo’s turf. Behold: the Cayenne Turbo S. A super-ute that seats five, this Maximum Strength Cayenne SUV packs the wallop of 520 turbocharged horsepower. Combined with chassis dynamics tuned for enthusiasts, and sophisticated all-wheel-drive underpinnings, the Cayenne Turbo S sets the performance benchmark for super sport/utilities.

In addition to boosting power output, Porsche engineers also modified suspension components, revised software controls for the Porsche Active Suspension Management system, and beefed up the braking hardware.

In the Cayenne Turbo S, engine output gets a 16-percent boost over the 450-horsepower Porsche Cayenne Turbo, to an impressive 520-horsepower peak at 5500 rpm. The torque generated by the twin-turbocharged, 4.5-liter V-8 engine grows to 530 lb-ft — a 15-percent increase over the 2006 Cayenne Turbo. Most of the added power comes from larger intercoolers, revised engine management programming, and 4.5psi more boost.

As if the Turbo’s punch wasn’t powerful enough, the S ups the ante by a lot more. Porsche claims a 0-60 time of 4.8 seconds, with a top speed of 167 mph. With speed comes cost; the Cayenne Turbo S starts at $111,600 — about twenty grand more than the standard Turbo – and is now on sale.

Architecturally, the Cayman S could be thought of as a coupe version of the Boxster. But it ends up being so much more. Every body panel aft of the A-pillars is changed, and the styling is dramatic. There were no special measures taken to stiffen the chassis over the Boxster’s already sound underpinnings, but the addition of the roof structure further increased the car’s structural rigidity. Power comes from a new 3.4-liter flat six, rated at 295 horsepower and 250 pounds feet of torque. Transmission choices are a six-speed manual or the five-speed Tiptronic S automatic. As the engine is mounted amidships, the rear hatch opens to reveal a sizable area for luggage; this, combined with the deep front trunk, gives the Cayman S unparalleled cargo space for a sports car. Porsche was careful to place the Cayman above the Boxster in terms of power and price, but below the 911 Carrera. There will be no base, non-S Cayman in the lineup, at least for now. Although the Cayman S starts at around $60,000, there are many enticing options (nav system, carbon-ceramic brake rotors, upgraded wheels and tires), which will likely take the average price to more like 70K. Still, the Cayman S’s performance is impressively close to the Carrera’s, and offers the outstanding handling balance that only comes with a mid-engined car. A surefire hit for Porsche.

This 9-5-based concept is powered by bio-ethanol (E85), which is a renewable and sustainable fuel produced from agricultural crops already being made in the U.S., typically from corn. And, in the event E85, which is 85 percent ethanol and 15 percent gasoline, isn’t available, BioPower models can run on gasoline. The engine, a 2.3-liter turbo, delivers almost 20 percent more maximum power (310 horsepower versus 260) and 25 percent more torque (325 pound-feet versus 258) than its gasoline equivalent. This could mean acceleration from 0 to 60 mph in less than six seconds, compared to 6.9 seconds with the gas-powered 2.3, in addition to a dramatic reduction in CO2 emissions. Saab already offers a BioPower model in Sweden, based on the 2.0 turbo engine in that market’s 9-5. While the company hasn’t announced the BioPower 2.3 model will go into production for the U.S., it has said this concept showcases the “potential of developing a version for the North American market.”

Making its North American debut, the Spyker C12 LaTurbie is one of four vehicles Spyker brought to Los Angeles. Known for highly exclusive, hand-built supercars, Spyker never fails to disappoint with its luxurious appointments, elegant design, and high-quality craftsmanship. First shown at the 2005 Geneva Motor Show, the C12 LaTurbie is powered by a 6.0-liter/500-horsepower 48-valve Audi W12 powerplant that promises acceleration from 0 to 62 mph in less than four seconds, with a top speed just below 200 mph. Optional features include a turned aluminum dashboard fascia, elegant 19-inch Aeroblade wheels in magnesium, leather-quilted seatbelt covers, and Chronoswiss dashboard instruments. Buyers can also order custom-made Louis Vuitton luggage designed to fit into the trunk. All Spyker cars are available in left- or right-hand drive.

Making its North American debut in Los Angeles, the Suzuki PX explores styling and packaging for a mono-box shape that is equal parts minivan and sci-fi lunar rover. The silver appearance, inside and out, feels otherworldly, with shapes that resemble machined aluminum. This FWD vehicle has three rows of two-place Recaro seating, in sharing a common track to allow adjustment fore/aft. The cabin design is in tune with the exterior, balancing a simple elegance and leading-edge technology. Beside the digital gauge cluster arrayed in traditional pods is an liquid-crystal display for the high-end entertainment center that sees giant, exposed speakers throughout the cabin. The overall design reminds us of the Scarabs built by aircraft engineer William B. Stout back in 1936. This oft-forgotten long-wheelbase minivan predecessor featured a rear-mounted V-8 engine and four-wheel independent suspension. The interior featured much wood and wicker, inspired by aircraft of its time, to create an open, RV-like space. This more modern Suzuki take on the capsule exterior design is very well executed, making it stand out wherever it goes.

The current Toyota Yaris has been a segment leader since its 1999 introduction, putting tremendous pressure on its replacement, especially as this world car makes its way to America. Nonetheless, Toyota confidently unveiled the next-generation Yaris touting a long list of measurable functional improvements, including the obligatory incremental size increase. Within this larger body is a roomier, more efficiently packaged interior with a flatter floor for improved rear passenger comfort, flat-folding seats, and improved rear cargo storage. The small car features anti-lock brakes, electronic brake-force distribution, and brake assist as standard features, along with dual front and side curtain airbags. Driver’s knee airbag is optional. Technophiles will appreciate the available stereo with MP3 and WMA playback ability, along with digital signal processing. The thrifty Euro powerplants’ output is meager by American standards, ranging from 1.0L/51-hp to 1.4L/90-hp. However, the top engine is a diesel with 190 lb-ft of torque, which should be quite entertaining in such a compact car.

Bearing the same name as the Greek goddess of sunrise, Volkswagen’s new Eos four-seat convertible displays some supernatural powers, thanks to a five-section roof that can transform the two-door from sexy convertible to stylish coupe in just 25 seconds. Moreover, when in coupe form, the roof offers a large, sliding sunroof for some open-air pleasure without full exposure to the elements. Based on the Passat, the Eos can accommodate five passengers, making it a direct competitor to the Volvo C70, Chrysler Sebring, and, dare we say, the Audi A4. When U.S. sales begin in summer 2006, the Eos will offer the Passat’s four- and six-cylinder engine options, thus demanding prices that range from about $25,000 to $30,000. Considering that the New Beetle Convertible is currently the sole drop-top offering in VW’s U.S. lineup, the Eos seems to be a natural fit. And with sales set for sunny summer, the timing couldn’t be anymore perfect. LIfe is good when you have a goddess on your side.